Internal-combustion engine.



Patented Jan. 25, 1916.

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F. D. BUTLER.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED SEPT. 14, I914.

Patented Jan. 25, 1916.

5 SHEETSSHEET 2.

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APPLICATION HLED SEPT. 14, 1914.

Patented J an. 25, 1916.

5 SHEETS-SHEET 4.

F. D. BUTLER.

'INTERNAL COMBUSTION ENGINE.

APPLICATION FIL ED SEPT-14. 1914.

Patented J an. 25, 1916. Y

5 SHEETS-SHEET 5.

@FFi -QE,

FEANK D. BUTLER, OF BURLINGTQN, IOWA.

INTERNAL-COMBUSTION Enema.

ill,16,235.

To all whom it may concern:

Be it knownxthat'l, FRANK D. BUTLER, a

A further object is the provision of an automatic spark advance.

A further object 1s the provision 1n conf-nection with theautomatictiming of the spark, of manually controlled means forregulating and setting the same.

A further object is the provision of a rotary valve having the ports ofpeculiar shape, said valve being shiftable so as to vary the timing ofthe operation of said valves relative to the position of the pistons inthe cylinders during the various cycles of the'engine.

Further objects of my invention include improvements in various detailsof construction whereby an efliciently operating mechanism is providedfor the purposes hereinafter set forth. I v

To the accomplishment of the foregoing and such other objects as mayhereinafter appear, my invention consists in the combination,construction and arrangement of parts hereinafter described, and thensought to be defined in the appended claims, reference being had to theaccompanying draw-f ings forming a part hereof, and which shows merelyfor the purpose of illustrative disclosure, a preferred embodiment of myinvention, it being understood that various changes may be made inpractice within the scope of the claims, without digressing from myinventive idea.' 4

In the drawingsFigure 1 represents a view partially in side elevationand par tially in section, of an engine constructed according to myinvention, it being understood that the proportions are varied so as tofacilitate convenient disclosure; Fig. 2 is a vertical section throughthe upper part of a cylinder and the valve structure; Fig. 3 isSpecification of I .etters Patent.

Patented Jan. eaters.

Application filed September M, 1914. Serial No. 861,605.

an enlarged vertical section through another portion of the valve casingbody, and rotary valvedisclosing ports. Fig. 4.- is a imilar view takenthrough still another portion, disclosing rotary valve and oilingsystem; Fig. 5 is a longitudinal section of the valve and particularly,its controlling mechanism shown in a retarded position; Fig. 6 is asimilar position, parts being shown in advanced position; Fig. 7 is apartially horizontal section and plan of the valve body; Fig. 8 is aplan view of the valve casing Fig; 9 is an elevation of one of the valverings mounted on the valve body; Fig. 10 is a vertical cross sectiontaken on substantially line 1010 of Fig. 9; Fig. 11 is another verticalsection through the valve, body, showing the end of the ring inelevation; Fig. 12 is a side elevation of" the magneto advance sprocket;Fig. 13 is a cross section; Figs. 14 and 15 are side elevation and topplan views respectively, of the magneto advance plug; Fig. 16 is a crosssection through the rotary valve and easing showing the air connectionfor dis tributing the air for motor starting; Fig. 17 is a diagrammaticview of the rotary valve and its casing, showing the relative arrangement and operation of the ports'the valve being in full advanceposition; Fig. 18 is a vertical cross section through the upper portionof the air pump cylinder and through the end of the rotary valvecontrolling the distribution of the air; Fig. 19-is a cross section ofthe rotary hand controlling valve for the air distributing system; Fig.20 is a vertical section through the upper portion of a cylinder showingthe connection forair starting; Fig. 21 is a cross section taken throughthe air supply nipples on the right hand side of Fig. 1, showing thecontrol of the air distribution for starting purposes;

Figs. 22 and 23 are detail views of a spray running speeds.

bottom center of the piston. For slow or low running piston speeds, thisport' should close a little later and still later for high This timeshould be later still for proper adjustment for cranking. Similarly, anextreme early opening of the exhaust valve, that is in advance of thebottom center of the piston, is advisable athigh piston speed, slightadvance at the bottom center of the piston is best for efficient resultsat a low piston speed and a retard or lagging opening of the exhaustvalve, that is, after the bottom center, produces back pressurenecessary in motor braking. Also ignition should be similarly varied, anearly or'advanceiignition being advisable for'fast speeds, top

center ignition for slow speeds, after center or lagging or retardingignition for'cranking and back pressure in the knowledge of theseconditions in mind,

that my invention was evolved, itbeing' for the purpose" of producingthose results whereby the most efiicient operation of the motor isattained.

Referringflnow to the drawings, and to Fig. 1 particularly, the numeral1 designates the crank casing having. mounted thereon, the cylinders 2which are cast 'e'n bloc, as shown, and on which is mounted the cylinderheads and rotary valve casing 3, which is cast integral. The crank shaft4 is suitably journaled as at 5 having the fly wheel 6 and the pistonrods 7 connected thereto, which operate the piston heads 8' in thecylinders 2, The fan is indicated at 9, driven by means of the belt andpulley connection 10. 11 is the belt and pulley con-.

nection for driving the generator, as is well understood.

The cylinder head and valve casing 3, are provided with openings orrecesses, corresponding to and adapted to register with the cylinders soas to provide the combustion chambers 12, the spark plugs 13 beingmounted therein, as is well understood. This casing 3 is provided withan elongated horizontally extending bore 14, which is adapted to receivethe rotary valve 15, suitable ports or passages 16 extending throughthelower wall of this casing from each of said combustion chambers 12. Thisvalve casing has a suitable connection witlrthe exhaust manifold 17 bymeans of the ports 18 and with the inlet manifold 19, by means of theports 20, as is well understood. Communication between the cylinders andthese exhaust and inlet manifolds, is controlled by means of the rotaryvalve member 15, which is positioned in the bore 14 of said casing 3.This valve member 15 is of peculiar construction, and will now bedescribed.

Referring to Figs. 1, 7 9, 10 and-11, particularly, it is seen that thisvalve member viously referred to,

a later opening but still at a:

. of the cylinders,

an extreme lag or, retard-for the motor braking. It. is with 15comprises an elongated cylindrically shaped member, having a pluralityof cylindrical chambers correspond to the cylinders of the engine, Thesechambers are in communication with the cylinders by means of the ports16, preand the ports 22, which are merely separated by suitable strutsor bridge pieces 23, so that the communication between said chambers 21and the cylinders, is not interfered with in any way.

21, provided therein, which These chambers may be therefore termed orconsidered part of the combustion chamber as they are in constant communication therewith. This valve member 15 'is also provided with the.inlet and exhaust ports 24, one for each of said chambers 21. This inletorexhaust port is of peculiar shape, 'see Fig. 7 particularly, being anirregular, trapezium, one of the nonparallel sides being inclinedconsiderably more than the other nonparallel side. Cooperat-v ing witheach of the chambers 21 in the valve body, and with the exhaust andinlet openings 24, are the rings 25 which fit in the cut out-portions 26on the outside of said valve body and have the complementary edges 27,which overlap, as indicated at 28,

Fig. 11, the'rings being held so as to rotate with the valve body bymeans of the pin and slot connection 28. Each of these rings has anopening 29 therein, corresponding in size and shape to the opening 24 inthe valve body. Suitablepacking rings 30 are utilized at variousintervals on the outside of said valve body, so as to prevent anyleakage.

The ports 18 to the exhaust manifold 17 and the ports 20 to the inletmanifold 19,

with the ports 24, whereby the timing of exhaust and inlet of gases maybe varied, as well as the area of the column of gases are of peculiarshape, so as to cooperate admitted or discharged. The exhaust port 18 isof substantially triangular form, having its base. substantiallyparallel to the longer parallel side of'the port 24, but locatedoppositely to the same, so that when the ports are in registration andthe ports moved transversely relatively to each other, the area of thepassage therethrough may be quickly varied. The inlet port 20 is of ageneral triangular shape,.having its base in alinement with the base ofthe exhaust port, but having a peculiar neck or extension 20', extendingfrom the apex, or what would be the apex of the triangle. This neck orextension 20 has the lateral annular extenon to the socket member 34,the head 35 of messes said socket member having a substantially I '33and end of the socket member 3 1, respec-'- 'tively, another washer 41being'positioned between the sprocket 33 and the bearing bushing 42. I

T he end of the extension 37 of the valve member 15 is split orbifurcated as at 43, and also provided with a socket 44 to receive theball bearing 45. Weighted ball members 46 are provided on the arms 4'!pivoted at 48,

and having the overlapping extensions 49, which engage the ball memberd5, so as to move said valve member 15 longitudinally of itself, thismovement depending upon the speed with which the sprocket 33 rotates thevalve member, this, of course, being de termined by the speed. of theengine itself. I Secured to the end of the socket member is the housing50, by means ofthe cap screws 51, this housing having a tubular member52 provided to receive the plunger 53, which hasthe disk or bearingportion 54, and which is normally held against said overlappingextensions 49 of the governor members by means of the spring 55, hearingagainst said member 54 and the adjusting plug or member 56. The otherend of the valve'member is provided with a reduced portion 57, therebyforming a shoulder 58, this reduced portion being tubular, and adaptedto receive the end thrust bearing members 59, the retaining spring 60being seated in a suitable recess in the internal surface of saidtubular portion. The head 61 of a plunger 62 is forced, against said endthrust bearing members, by means of spring 63, which engages the washeror plate 64, which is adjusted by means of set screws 65, passingthrough the end portion 66 of the valve casing, which-end portion: hasthe extension 67. which will be described in detail later, The plunger62 passes therethrough, being provided on its outer extremity, with apointer member 68, and having the spring member 69 interposed betweenthe adjusting nuts 70 and the collar 71. The extension 67 is providedwith a plurality of slots, as indicatedby the dif ference in position ofthe pin 72, in Fig. 1", and Figs. 5 and 6, and shown in Fig. 24 theseslots being of different lengths and utilized for the purpose of settingthe va rious parts of the mechanism, so that the valve can only beoperated to certain positions so as to cause certain results only. Thisis a hand control, so that part of the 'matically' controlling andautomatic control may be eliminated, as desired.

The parts which have been described, provide the means whereby theoperation of the valves including the timing of the operation of theinlet and exhaust valves, may be controlled according to thespeed of theengine, it being, well understood in this art, that with a low speed,less gas and less cross sectional area of the exhaust port is required,the reverse being true in the case of higher speeds. In view of thepeculiar shape of the ports and their relative arrangement, it is seenthat a shifting of the valve member within its casing, by means of thecentrifugal control, will operate to I increase or decrease the crosssectional area of the column of inlet or exhaust gases, and at the sametime, will vary the timing of the establishing of communication betweenthe exhaust and inlet and the combustion chamber of the cylinder. Thespring and plunger construction 55 and 53 is for the purpose of holdingthe governor members 46 and 47 against dropping, andthe spring andplunger construction 62, 63 and 69, is. for the purpose of giving fineradjustment, so that in operating, most'etlicient results are produo-ed.I also utilize this endwise movement of the rotary valve. member toprovide an automatic spark advance and retard, this being accomplishedin the following manner: The magneto armature is driven by means ofsprocket 72 and chain 73 from sprocket 74, which sprocket is rotated bymeans of the rotation of the valve body 15. In suitable recesses 75 inthe valve body 15, are mounted the pins ,or lugs 76 which are providedwith an edge curved to provide a portion of a worm shaped gear as at 77,see' Figs. lei and 15, which are adapted to mesh in a correspondinggroove 77, see Fig. 2, on the inside of said sprocket wheel 74:. Washers78 are provided so as to hold the sprocket 74 against shifting, it beingunderstood that the sprocket wheel 74.- is rotated through theconnection ofthe pins 76 and. that when the valve member 15 is movedlongitudinally, the pins, due to the engagement of their gear edges 77with the grooves 77 in the sprocket, will cause a movement of themagneto armature so as to advance the timing of the spark or to retardthe same as the case may be. llhis provides a very simple and eilicientmethod of autonegulating the spark. I also provide in connection with anengine constructed according to my invention, air compressing means. forcompressing air which is used in starting, for operating an oil pump andfor water cooling, also for providing pressure in gasolene tank, and fortire pumping. designates the air pump cylinder which is cast en 5200with the other cylinders having mounted therein, .the piston 101 drivenby means of eccentric 102' from the crank shaft. Port 103 affordscommunication between the upper portion of the cylinder and the rotary?valve member 15, this member being provided with valve'ports or grooves104 hav-- ing the air tight bridges 105 therebetween,

see detailed views particularly Fig. 18.

Referring to Fig. 18, it is seen that in the bushing 106, are providedthe ports 107,

108 and 109, the latter being in the form of an elongated groove, havinga smallinlet into the interior of said bushing. The port 107 has aconnection by means of nipple 110 to the gasolene pressure tank, asuit'able ball" check valve 111 being provided therein to control theoperation properly. The port 108 isin communication with the strainer112 which communicates with the outer air so as to provide air for-thepump. The port 109 communicates with the nipple member 113 which has twoconnections, one, 114,

. being for, the oil pump and .the other 115,

being to the intake water manifold and be ing controlled the check valve116. Communicating w'th the lowe'r'portion of port 103, is the,nipple117 which has the ball check valve 118 and the connection 119 to.the air tank, this connection 119 providing communication with the handcontrolled valve 120, see Fig. 19, which has connection 121 for the airgage 122 to the tirepump, 123 to the air tank 124 to the air distributerfor starting of the engine. The operation-of these various devices iscontrolled by means of the rotary member 125 having the diametrical port126 with the radial port 127 and the segmental groove 128 extending fromone end of said diametrical port.

Connection is made from-the connecting member 124 to the port 129located in the valve casing toward the right hand end of Fig. 1, thisport communicating with groove 129 in the outer surface of the rotaryvalve member, and which groove in turn, communicates with the chamber130 in the reduced portion 38 of said member, by means of the ports 131,see Fig. 16. At the other end of this chamber 130, is provided theoutlet port 132 which is adapted to register.

' with port 133 in the socket member 34, see

Figs. 5 and 6. Ports 134 are provided in the bushing member 42, one foreach cylinder and have the nipple connection 135 communicating with thenipple member 136, which isconnected to the upper end of eachcylinderand has the ball check valve 137 therein, see Fig. 20. It is thereforeevident,

that provision is made for the passage of air from the. air' tankthrough theconnection 123, port 127 port 126, connection 124, port 128,groove 129, ports 131 to chamber 130, thence through ports 132 and 133and 134 as controlled by the rotation of the rotary member to therespective cylinders, so that by the operation ofthe rotary member 125,the engine may -be Started from air pressure. It is to be noted, thattheport 132 registers with'th'e' port 133 in a retard position only and;as shown in'Fig. 5.

The numeral 138 designates the radiator which should be filled withwater to the dotted lines 139, which fills all of the water manifold,water connections and motor, rotary valve and air pump jackets. 140 istheoverfiow pipe and 141 is the connection from the outlet manifold 142,143 being the inlet manifold adapted to receive water through theconnection 144 from the elbow member 145 at the lower portionof theradiator. The member 146, see Figs. 22 and "23, islin the form of anipple having the larger end 147 and thesmallerend 148, the larger endbeing provided with a plurality of perforations and adapted to bescrewed into the intake water manifold 143 as at 149, see Fig. 1, thesmaller nipple 'portion nipple or member 115, 'previouslydescribed. Itis therefore obvious that pressure will be admitted to the watermanifold through the member 146, the nipple member 115 and the port inthe member 113, on the up stroke of the'piston 101, the check valve 116being raised by the pressure of the air. This draws the water from thebottom of the radiator causing the lowering of the water 148 beingadapted to be connected to the in the top of the radiator, therebycreating a clrculation, the compressed air separating from the water atthe top of the radiator and passing out from the overflow pipe 140. Thestrainer holes in the larger end of the member 146, materially decreasethe noise of the air and separates the air so as to form a mass of finebubbles, whereby the heat is more readily extracted from the I water.

As stated before, the air pump is utilized 1 to operate the oil pumpfor'ithe oiling. system, the nipple member 114being provided forconnection with the oil pump, this connection being made at nipple 150,see Fig. a 1, registering with the port 151 which enters the oil pumpcylinder. 152. This cylinder has the loose piston 153 therein, havingthe spring 154 above the same, the plug 155 closing the outer end.Spring 156 is pro vided in the lower end of the cylinder, the

ball check, valve 157 also being provided der to a pipe or tube 164,ball check valve between.

. her under the plunger,

- ridge 105 on the end 165, and strainer 166 being provided there- Thispipe or tube 164C communicates with the pipe member 167 from whichconnections are made to the valves, and to the casings of the chain andsprockets, so that the oil is circulated throughout the engine. 1

During the operation'of the air pump and on the down stroke of thepiston, the ports of the rotary valve are so arranged as to cause asuction through the member 113 and in view of the check valve 116, theair is drawn through the nipple member 114 and the connection 150, sothat the plunger is raised until the spring 154 hits the block 155. lhisraises the ball check valve 157, drawing oil from the oil base into thechamthe valve 165 being held on its seat. Now then, when the air pumppiston starts up on its compression stroke, air pressure is forcedthrough ports 103, 104i, 109, 11 i and 150, forcing plunger 152downwardly, closing valve 157, and forcing the oil through valve 165 andstrainer 166, throughout the system.

The latter half of the upstroke of the piston of the air pump forces airthrough check valve 118, hand rotary valve 125 to an air pressure tankfor motor starting purposes. The inlet and'outlet distribution of air toand from the air pump cylinder is controlled properly by the grooves 104and of the rotary valve body 15. i Y

What I claim is 1. In an internal combustion engine and combination witha crank shaft, pistons and cylinders thereof, a chamber or compartmentcommunicating with the cylin ders, a valve member mounted to rotate insaid chamber or compartment, said valve member having a plurality ofchambers'or compartments therein, one being provided for each cylinderand in constant communication therewith, inlet and exhaust portsprovided in said valve member to each of said chambers or compartments,means for rotating said valve member and for-coir trolling itslongitudinal position so as to vary the timing of the inlet and exhaustof the gases. 5

2. In an internal combustion engine and in combination with a crankshaft, pistons and cylinders thereof, a chamber or com-' partment havingcommunication with each cylinder and having a rotatable valve membermounted therein, connections between said crank shaft and said valvemember to rotate the same, saidyalve member having a plurality ofchambers or compartments one for each cylinder and also an inlet andexhaust port for each of said chambers or compartments, correspondinginlet and exhaust ports being located in said first mentioned chamber orcompartment and means and exhaust of the for regulating the longitudinalposition of said valve member whereby the timing of the inlet andexhaust is controlled.

3. In an internal combustion engine and in combination with thecylinders, pistons and crank shaft, a chamber or compartment havingcommunication with each cylinder,

an elongated valve member located in said chamber or compartment andhaving a plurality of chambers or compartments therein, one beingprovided for each cylinder and having constant communication therewith,means operated by the crank shaft for rotating the said valve member,said valve member having an inlet and exhaust port for each of saidchambers or compartments and having resilient rings each having portscorresponding to said inlet and exhaust ports and adapted to fit saidfirst mentioned chamber or compartment tightly, and means forcontrolling the longitudinal position of said valve member, whereby whenthe speed of the engine increases, the time of the inlet I gases will beadvanced and vice versa.

4. In an internal combustion engine and in combination with thecylinders, pistons and crank shaft, a rotary valve member forcontrolling the inlet and exhaust of the gases, said valve member beingrotated from said crank shaft, connections from said rotary valve memberto drive the magneto, means for moving said rotary valve memberlongitudinallyso as to vary the timing of the inlet and exhaust and alsoto vary the timing of the spark.

'5. In an internal combustion engine and in combination with thecylinders, pistons and crank shaft,'a rotary valve member forcontrolling the inlet and exhaust of the gases, said valve member beingrotated from said crank shaft, connections from said rotary valve memberto drive the magneto, means formoving said rotary valve memberlongitudinally so as to vary the timing of the inlet and exhaust andalso 'to vary the timing of the spark, said connections comprising achain and sprocket connection, said sprocket being driven by said rotaryvalve member and having worm like grooves on the inside of its hub andplug members connected to said rotary valve member and hav 'ingcorrespondingly worm like edges to encontrolling the inlet and exhaustof the gases to and from the cylinders, said rotary valve being drivenby connections from said crank shaft, an air compressing pump adapted tobe driven by said crank shaft, connections from said air compressingpump to the cylinders so as to provide air starting means,

and connections from said air compressing pump to said oiling system andto said water cooling system so as to maintain pressure therein,

7. In a reciprocating combustion engine, the combination with a seriesof cylinders and pistons operating therein, of a valve casing having aseries of inlet ports and exhaust ports arranged about 120 apart, avalve rotatable in said casing andhaving a plurality of small combustionchambers or compartments, each of said cylinders, said compartmentsbeing inconstant communication w1th the combustion chambers of theirrespective cylinders by and through a series of ports in said valve andvalve casing, said casing being integral with said cylinder combustionchambers, said valve member having mounts ed thereon a plurality ofexpansive. rings, one ring for each of said cylinders, each ringcontaining a combined intake and exhaust port adapted to alternate 1ncommunication with-said valve casing ports, where by communication withsaid combustlon compartments is, afforded. a g

8.'In a reciprocating combustion engine, the combination with a seriesof cylinders and pistons operating therein, casing, a rotary valvemounted therein and adapted to be shifted longitudinally said rotatablyvalve member having a plurality of combustion chambers or compartmentsone for each cylinder, said compartments adapted .to communicate at anyposltlon with their respective cylinders, sald com-' munication beingprovidedby means of a I series of radial peripheral ports in said rotaryvalve member, and a series of br1dged orts inisaid valve casing, saidports leading into said cylinders combustion chambers, said casinghaving a serles of lntake ports and a series of exhaust parts, each setof series to be in linelongitudmally, opposite series tobe in linetransversely and disposed on the inneri circumference of said valvecasing about 120 apart atv their cen ters, each series leading intotheir respective intake or exhaust manifold, said valve having mountedthereon split expansive rings, said rings having laps at the split and aport in line with said laps, said rings being rotatable with said valvemembers, said valve member having similar ports coiiperating with saidring ports at any rotating position of said valve member.

9. In a four cycle reciprocating combustion engine, the combination witha series of cylinders, 'with pistons operating therein and an additionaltwo cycle air cylinder, with a piston operative therein, a valve one ofSaid compartments for a valve said valve to control the inflow and discharge of air both, to and from said air pump said means including twoperipheral I segmental ports in said valve about 180 apart at theircenters, each port controlling the two piston cycles alternately byregister ing with additional ports in said valve casing.

10. In a reciprocating combustion engine, the combination with a seriesof cylinders and pistons operating therein and a rotatable valve memberand a magneto igniter thereon, of two plugs inserted in said rota tablevalve member, each plug having a spirally curved edge portion; means forshifting 'said rotatable valve member in a longitudinal direction; asmall sprocket adapted to drive said magneto armature, a large sprocketconnected to said valve memher by said plugs; driving connectionsbetween the larger and smaller sprockets, said large sprocket beingrotated by the engagement of said inserted plugs, said shift ofthelarger sprocket being for the purpose of advancing-or retarding therotationof said magneto armature, the change in position of the magnetoarmature being double the movement of the larger sprocket, due to thedifference-in size. between said sprockets.

11. In a'r'eciprocating combustion'engine,

" ing a snug rotatable fit on said reduced portion of said valve member,said sprocket having'two internal spiral grooves, said sprocket beingheld in a longitudinal alinement by suitable end thrust bearings plugswith spiral edges having a tight fit in said reduced portion of saidvalve member, the

spiral ends of said plugs extending beyond the reduced portion of saidvalve member into said internal grooves, in said sprocket,

said plugs being in transverse alinement and rotatable with said valvemember and movable in said internal sprocket grooves, a

smaller sprocket to drive the magneto armature shaft and connectionswith said large I sprocket, thereby increasing any rotating shift givensaid large sprocket, thus producing an increased advance and retardrange of the magneto armature over any shift given said large sprocket.

12. In a reciprocating combustion engine, the combination with a seriesof cylinders and pistons operating therein, a magneto igniter and arotatable and shiftable valve member thereon, of a means whereby saidmagneto igniter may be advanced or retarded according to said end shiftof said rotatable valve member, including a small sprocket adapted to beattached to said magneto armature; a large sprocket rotatably mounted onsaid valve member; means for connecting said small and large sprockets,means for shifting said large sprocket rotatably to advance or retardthe spark, including the provision of two internal spiral grooves insaid sprocket, two spiral plugs inserted in said valve member, being inline transversely and engaging said groove, said large sprocket beingadvanced or retarded in rotation, according to said end shift of saidrotatable valve member, said smaller sprocket and magneto armature beingrotatably advanced or retarded an increased amount over said advance orretard of said large sprocket and due to the difference in size of saidsprockets.

FRANK D. BUTLER. Witnesses:

S. L. HnAPs, P. F. CARSPECKEN.

